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8/13/2019 Enfield 8HP
http://slidepdf.com/reader/full/enfield-8hp 1/2
S2S APRIL 28til, ig2i._
Model
Two feelings uppermost in our mind when taking
over the 1921 Royal Enfield sidecar outfit for a
test run were curiosity regarding the new Vickers-
made engine and a little uncertainty as to the pos-
sible difficulty of manipulating a lever-controlled
selective two-speed gear after a long sequence
of machines with handle- bar clutch levers and
three ratios.
A remarkable point noticed about the machine when
delivered was the wonderfully slow running of the
engine, for it would tick over as slowly as will the
engine of a lorry, each moment apparently coming
to a standstill and then carrying over dead-centre in
a way W'hich mystified all
who watched it. In the
case of a two-speeded side-
car outfit, it is essential that
the engine should have
ample power, and, at the
same time, be capable of
pulling very slowly, since
the clutch is not capable of
the same delicate manipula-
tion as one of the handle-
bar controlled variety. In
tight corners iodeed a very
complete range of responsiveness to the throttle is
essential, for all driving is done on that control,
and the method of driving on the gears must be
largely forgotten.
A Flexible Engine.
Let it be said, then, that the Enfield outfit is
equipped with an engine which gives smooth running
at all speeds up to 40 m.p.h. (beyond that we did not
go), dead slow pulling, a tick-over when idle, and very
easy starting. Our test run included several abQut
town journeys in the Midlands and one trip to
.Malvern and back; in all, probably 150 miles^
B2S
SPECIFICATION.
ENGINE: V twin, Vickers-Enfield, S5x S5mm.= 965 c.c.
LUBRICATION: Mechanical. CARBURETTER: Amac.
TRANSMISSION: I xichains. MAGNETO : Lucas.
GEARS: Enfield two-speed, selective.
TYRES: 700 y. SO mm. WEIGHT: 280 lb. (solo).
SIDECAR: Royal Enfield PRICE: £160 (sidecar).
THE 8 h.p. ROYAL
ENFIELD TWO-
SPEED SIDECAR,
WITH THE NEW
VICKERS BUILT
ENGINE.
running, during which no adjustments or diffic^ilties
were encountered.
Owing to'the total weight of the outfit being low
when compared withl^the engine capacity, there is a
delightful feeling of liveliness about the iiiachiiie
when driving on top gear; ordinary undulating main
roads are flattened out to no small degree even on a
4}^ to I top gear, and, as the engine is almost com-
pletely silenced at the exhaust and has only slight
tappet noise, it gives a decided impression of
effortles-sness.
While at Malvern it was decided that the Old ^Vysh(.•
road should be attempted in order to form an idea of
the climbing powers of the
machine on its 9 to i low
gear. As most modern
.three-speed sidecar outfits
are geared about 14 or 15
to I on bottom, some littlt-
doubt was entertained as to
the possibility of a succes.--
ful climb, and. perhaps, in
consequence of this pessi-
mistic outlook, a failure
was registered less than half
way up, before the 1 in 2.9
crest was reached. Running backwards on such a hiil
is no joke, especially when the sidecar passenger is i^iot
used to happenings''
on freak gradients. However,
the dummv belt-drum brake on the front wheel pro\'ed
particularly effective, enabling the machine to be held
while the driver dismounted. Turning round, it was
decided to give the hill best and try something a little
easier, so the new road to the Wyche Cutting was
taken and then an attempt was made on the grass track
to the summit of the AVorcestershire Beacon.
Despite a violent head-wind, this climb was accom-
plished with the greatest ease, and, although the wind
was too high to permit of staiiding upright on the
8/13/2019 Enfield 8HP
http://slidepdf.com/reader/full/enfield-8hp 2/2
2Sth, ig21.
Tests of New Models.—
of the memorial at the summit, the eighty mileof prospect was enjoyed from ^ariotIS sheltered
it was considered impossible toescending again,
the vicinity
having a
shot at the
Wyche, especi-
afterthe per-on t h e
so another
was made,
changing downa perfectly
a s centmade—the dif-
in the two
being, in all
entirely
of driver's
Being un(Jer
eye of the law,
the machineequipped with
huge trade num-
plates (we felt
a tester on a sur-
joy-ride),
was made
the scene
triumph, and'
529
was not altered (for no instructions were provided)
Special praise must be given to the sidecar. Exceed-mgly well sprung, it has ample room for the averagepassenger, and the luggage accommodation is excel-
lent. The placing of the tools iii- a drawer . in the
sidecar dash is also
Tlie Enfield, alter making the ascent of Worcester Beacon.- The sidecar is of goodly
run downproportions, but not unduly heavy, and the springing, too, Is excellent.
and so home to Coventry was made.
Petrol and Oil Consumption.
machines as delixered siiow shocking petrol
but the Enfield did 50 to 55 m.p.o-.
being a new engine, liowever, the cnl
was high, for the mechanical pump wasthe makers to ,i,d\-e a sliiiiitlv smokv exh.iust and
an excellent idea.
Regarding themachine itself, the
s a m e remarks on
comfort cannot be
applied to the par-
t i c u 1 a r one wesampled. Despite
700 X 80 mm. tyres,
it was bumpy to
ride, and something
in the nature of a
spring seat pillar
would have been
welcomed; thespring forks also
appearedto work
with extreme reluct-
ance, though pos-
s i b1y further
milling would have
eased the initial
stiffness of the•springs.
Speaking of the
controls generally
,, ,, , ,, , .theclean appearance
01 the handle-bars is worthy of comment, the cablesbeing concealed within the bars and no handle-bar clutch being fitted. The hand starter is easv tooperate once the knack is
jtcquired, but a certainamount of strength is needed.
Mudguarding is-.esiiecially good, and, despite thefact hat large tyres are reputed to be mudslingers,the^ cleanliness of the outfit was satisfactory.
One of the chief characteristics of the new 8 h.p. sidecar Is the sweet running of the engine. A high averagewithout any symptoms of overheating.
speed can be maintained